Direction valve for automatic train-control apparatus



Oct. 28

D. J. BISSELL. JR

ECTION VALVE FOR AUTOMATIC TRAIN CONTROL APPARATUS DIR Filed May 1, 1923 2 Shana-Shut 1 Oct. 28 I924.

- 1,513,028 D. J. BISSELL, JR

' ION VALVE FOR AUTOMATIC TRAIN CONTROL APPARATUS Filed May 1, 1923 eats-Shak B JfisseZldiz Fatentecl Oct. 28, 1924.

UNlTED STATES O CE...

DAVID J. BISSELL, JR, or SPOKANE, WASHINGTON, ASSIGNOR T0 oTIs Aurel/[Arie I TRAIN CONTROL INCORPORATED, O'F SPOKANE, WASHINGTON, A CORPORATION OF WASHINGTON.

DIRECTION, VALVE son AUTOMATIC TBAIN OoN RoL APPARATUS.

Application filed May 1,

To all whom it may concern Be it known that I, DAVID J BIssELL,'Jr.,

a citizen of the United States, and resident and set "the trainbrakes in the usual well knownmanne'r: C and D designate a pair of Spokane, in the county of Spokane and State of WVashington, have invented certain new and useful Improvements in Direction Valves for Automatic Train-Control Apparatus, of which the following is aspecification.

My invention relates to improvements in aut0mat1c train control apparatus of the ,type including a pair of ramp valves, one

for forward and the other for backward running, operable upon actuation thereof by a ramp device to cause an exhaust of train line pressure with consequent setting of the brakes andstopping of the train.

More particularly my invention relates to? V a direction valve for controlling the supply of air from the ordinary engineers valve to the aforesaid ramp valves, my general pur- I pose being toprovide a direction valve to assure that the proper ramp valve is in normal or running position according to the direction in which the train is to be moved, while myspecific purpose is to so construct a direction valve of this character that in the event of breakage or fracture of its essential operating parts, air will beexhausted from the train line to apply the brakes and stop the train.

With the foregoing and other purposes in view, my invention consists in the novel features of construction, combination and arrangement of parts as will be hereinafter more fully described, illustrated in the accompanying drawings and defined in the appended claim.

In the drawings wherein like characters of reference denote corresponding parts" in p I I I t and port 13 is blanked, whilein another pre the different views- Figure 1 is a diagrammatic view illus- 1923. Serial o. 635,896.

air brake system, and B theusual control or engineers valve for admitting and exhaustmg air from saidtrain line pipe to release of ramp valves, also connected with the supply andwith the train line pipe, and so constructed as'normally to permit control of the brakes by means'of the'engineers valve B, but to cause either anexhaust of train line pressure or cutting 0d of thesup ply from the train line, or both, when the operative one of them, according to the direction in whichthe train is to be moved or is moving, is shifted from its normal running position. As is understood valves C and D are adapted to be actuated under 'prede termined conditions by suitable mechanism located along the tracks to'vent the train line, and as a consequence, set the brakes and bring the train to an automatic stop,

and since the respective ramp valves operate independently,jone to control forward and the other backwardmovements of the train, the purpose of my improved direction.

valve indicated at E is manifest,-namely, to.

assure that the properramp valve is in run ning positlon according to the directionin which the train is to be moved or is moving. As shown, direction valve E consists of a casing 10 provided with a bore 11 within which is rotatably mounted a plug Three evenly spaced ports, 13,145and 15,

through a bore 20 in theplug with the afore-- said ports 16 and 17. i

My improved direction valve is adapted to be mounted at any convenient location on a locomotive adjacent toareciprocatory part I an)v c- 7 according to the direction in which the train "that when the reversing lever is moved forward to set the link motion and cylinder valves of thelocomotive for forward running, and as a consequence rotate the plug 12 to aline ports 16,17 with ports 14, 15 and blank,port 13, while vice versa,.when the reversing lever "isfmoved t'o the rear to reverse said "roller leo tact witl iarin 18 and move the same to the lrear and as a c ;.plug 1 2 to 'aline ports 16, 17 with ports 13, '14 and blank port 15'. Only a limited amountlof movement of "the'reversing lever ,isrequir ed to impart the necessary rotation ftotheplugfto aline and disaline the ports Qmentionedfthe arms18, 19 being of such lengt hfthat 'continued movement of the reversing lever either forwarder to the rear Ijv-ill result merely in the roller 22 moving jbeyondone-or the other of arms1-8 or 19 as fthecase may be, infwhich connection it will.

tibserved that when iarm 19 is rotated wardlyfbyjthefroller 22, 18 issimultaneoiisly;ret'atedinto position to be engaged :by the roller when the latter subsequently ,l is movedgto the rear,'anjd.when arm 18'is rof 'port 14C of I i necting'ports 13 and '15 of said direction ,and the train ftated to rear, arm is simultaneously rotated into position to be engaged: by the :roller when the lattersubsequently is moved cif orwar d. Thus is apparent that valve E is controlled automatically I tports therein. must bear one er and that the the predetermined relations aforementioned isltoibe moved. I p p *Connecting theen'gineers valve B with valve E: is a pipe .23, while convalve with cramp valves A and B, respec tively, are ,pipes 24 and 25. The ramp valves arerelatively connected by a pipe-26 and this pipe in turn is connected with the train linegpipe -A by a branch pipe or The pperatio'n of my improved direction valve when connected I as indicated with the with the ramp valves' line is apparent and as follows 2;

engineers valv and lVhen the roller 22 is moved forward as a result of-forward movement of the reversing @leverto adapt the train for forward run- 'ning, ,plug12 is rotated to aline ports 16, 17 'with'p'0rts14, 15 and as a consequence, the

supply to the train line from the engineers 'valve'is by way of'pipe 23,throughthe difrection valve to -pipe 25 and ramp valve C,

alandgthrough ramp v'alve C to pipes 26 and 27. The supply also reaches pipe 24E-through saidro'ller' will contact with arms 19 valve then is by ons'equenc'e rotate the the other of a pipe 26 and ramp valve D, but as is apparent, pipe 2 1 is blanked at the direction valve. Accordingly,the position of ramp valve C must be normal to permit the air supply to reach and charge the train, while the position of'ramp valve D is immaterial, so long as it does not ventcthe train line to the atmosphere. On the other hand, when the roller 22 is moved to the rear as a result of rearward movement of the reversing lever to adapt the train for backward running, plug 12 is rotated to aline ports 16, 17 with ports 13, 14:, and as a consequence, the supply to the train line from "the engineers "way of 'pipe23, through the direction valve to pipe 24 and ramp valve D, and through ramp-valve D'to pipes 26, 27. reaches pipe 25 through pipe 26 and ramp valve C, but as is apparent, pipe 25 is blanked at the direction valve. Accord ingly, the position of ramp valve 1) must now be normal to permit supply to reach and charge the train line, but the position of ramp valve C is immae terial, so long as it does not vent the train line to the atmosphere. Thus it is apparent that control valve E is effective automatr In th's instance the supply also the air from the Since the hollow arms 18, 19 are incommunication with ports 16, 17 said arms manifestly are subject to train line pressure in either of the aforementioned positions of valve E. Consequently, in'the event of a break or fracture occurring in either or both of said arms, the train line pressure will escape through'said break or "fracture to the atmosphere and as a result, settingof the brakes and stopping of the train will occur.

From the foregoing descrlptl-on 'con's dered in connection with the accompanying drawings, it is believed that the construction, operation. and advantages of my mproved direction valve will be fully understood. It'is desired to point out, that various "changes and desirable "additions may be made in and to the arrange ment shownwithin the spirit andscope'of my invention as'defined the "appended claim.

I cla1m:-- a 7 In automatic train control apparatus, the

however,

combination with a main pressure supply 7 pipe and apair of-auxiliary pressure supply pipes; of a valve including a casing and a" rotatableplug therein for connecting said main pressure supply pipe with said "auxiliary pressure supply pipes, said plug and said casing having radially therein so arranged that in one position of the-valve the main pressure supply pipe is connected with one of said auxiliary presdisp osed ports sure supply pipes and in another position position of the plug withinthe casing, said of the plug the main pressure supply pipe hollow handle being in communication with is connected with the other auxiliary presthe ports in said plug through an axial 1 sure supply pipe, and a hollow operating passage in the plug.

arm on one end of said plug whereby frae- In testimony whereof I hereunto affix by ture thereof vents one of said auxiliary pressignature. Y I

sure supply pipes according to the rotated 7 DAVID J. BISSELL, JR. 

